Automatic train control.



R. G. WHIPPLE.

AUTOMATIC TRAIN CONTROL.

APPLICATION FILED uc.29.1914.

1,161.;565. Patented Nov. 23, 1915.

3 SHEETS--SHEET I.

R. G. WHIPPLE.

AUTOMATIC mm CONTROL.

APPLICATION FILED D EC ZQ. I914.

3 SHEETSSHEET 2.

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H. G. WHIPPLE.

AUTOMATIC TRAIN comm. APPLICATION FILED DEC. 29, I9I4- Lll bfi, PatentedNov. 23, 1915.

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RICHARD G. WHIPPLE, OF CHICAGO, ILLINOIS.

A L IOIVIATIC TRAIN CONTROL,

Application filed December 29, 1914.

b all whom it may concern Be it known that I, RICHARD G. WHIPPLE, a.citizen of the United States, residing at Chicago, in the county of Cookand State of Illinois, have invented new and useful Improvements inAutomatic Train Control, of whichv the following is a specification.

This invention relates to automatic trainstops of that type wherein thesteam supply is shut off prior to the application of the brake and hasfor its primary object the provision of a structure whereby'the steamsupply can be instantly cut off and the air brakes gradually applied soas to prevent excessive shocks.

An object of the invention is the provision of a structure wherein thevalve controlling the steam supply is held in an inoperative position bythe pressure of the air in the main air line so that upon a. decrease inthe air pressure the valve will movetoward a cut off position.

Another object of the invention is the provision of a mechanism whereinthe air motor for operating the valve has a valve controlled air outlet,the bore of which being of greater diameter than the bore of the airinlet with the result that when the air motor communicates with theatmosphere through said outlet the air within the air motor will escapemore rapidly than the air enters,-thus allowing the valve to move to acut ofi' position.

With theabove and other objects in view, the invention consists in theconstruction, combination and arrangement of parts hereinafter set forthand falling within the scope of the claims. a

In the accompanying drawings: Figure 1' represents a die ammatic view ofthe system. ig. 2 is a ongitudinal section through the smoke box of, alocomotive showing 1 the arrangementof thev valves.

a section through the casing showing the valve controlled means in sideelevation. Fig. 4 is'a'section on the line 44 of Fig.

3. Fig. 5 is. a sectionthroughthe steam cut ofi' valve. Fig. 6 is asideelevation of thecontact tube. Fig. 7"is' a. vertical sectiontherethrough. Fig. 8 is a detail section through Fig. 6. Fig. 9 isa'vertical section 'through 'the regulating valve. Fig. 10 is a sectionon the line.101'0 thereof. Fig. 11 is a similar section showing thevalve arranged to allow a minimum amount of air to escape to theatmosphere.

Specification of Letters Patent.

Fig. 3 is 'Fatented Nov. 23, 1915.

Serial No. 879,541.

Referring to the drawings, the numeral 1 designates the main railsdivided into blocks by insulation 2.

3 designates an ordinary form of track battery controlling the trackrelay 4 which in turn controls thearmature 5, the-movements of whichcontrol the closing of the semaphore circuit 6 of the track partialcircuit 7 that has its terminals respectively connected to one of themain rails 1 and a short rail 8 positioned intermediate the main railsand adjacent the entrance to, a block. Cooperating with the trackpartial circuit 7 is a train carried circuit 9 having one of itsterminals connected to a contact shoe 10 and its remaining extremitygrounded to a. metallic part of the locomotive. P0-

sitioned in series with the train carried par- The numeral 19 designatesthe pipe in which the rotary valve 17 is positioned, and

as shown communicates at one end with the' interior of an air motor 20and at its opposite end with a regulating valve 21. The air motor 20 isalso connected to a pipe22 the bore of which is of less diameter thanthe bore of the pipe 19. This pipe 22 is in communication with the mainair line 23,

thus the airin theair motor has a ressure equal to the pressure of theair in t e main line. This air pressure within the air motor plays uponone side of a piston 24 connected toa stem 25 of a gate 26 of a valve27.

Positioned between the opposite face of the.

piston and one wall of the casing of the air motor is a coil expansionspring 28 which operates in opposition to the air pressure. This gatevalve mechanism cooperates with the steam pipe 29 passing through thesmoke box 30 of the locomotive.

"For regulating the rapidity with which the brakesare applied, I providea regulate ing valve 21 which as shown comprises an annular casing 31inclosing the enlarged end 32" of the pipe 19. The enlarged end 32 ismade solid with the exception of a series of circular openings 33 soarranged as to regisa coil expansion spring 38 adapted to establish aperfectly tight fit between the surfaces in contact between the casingand the enlarged end 32. of the locomotive is a contact shoe 10 adaptedin the travel of the train to slide upon the upper surface of the shortrail 8.

In constructing the shoe I take into consideration the tremendous impactthat is created when the shoe of the fast traveling train comes intocontact with the short rail. I allow for this impact by having the tube40 provided at its upper end with a pair of i spacedears 41, adapted tobe rotatably connected to the ears 42 of a bracket 43, through a bolt44. This tube 40 is heldin a Vertical position through the action of apair of coil expansion springs 45 that have their tensions regulated byturn buckles 46 connected respectively to the extremities of the springand the body of the locomotive. Slidable within the tube 40 is a shank47 projecting from an arcuate shaped shoe 10. The shank 4:7 is providedwith a groove 49, the Walls of which cooperate with a screw 49 threadedin the casing so as to limitthe travel of the shank within the casing.For yieldably holding the shoe in contact with the short rail, Iinterpose between the upper end of the shank and the tube a coilexpansion spring 50. Upon a train entering a danger zone, theelectro-magnet 11 is energized through the contact shoe engaging theelectrified short rail I 8. The magnetic attraction of the magnet 11disengages the bill 1 L from one extremity of the arm so that the weightcan gravitate and turn the valve to an operative position for allowingcommunication between the interior of the air motor and the atmosphere,the amount of communication being regulated by the regulating valve.Immediately the air motor is Secured to the under body r thrown intocommunication with the atmosphere, the air pressure within the air motoris decreased, with the result that the piston is moved forward throughthe expansive action of the coil spring. As the piston moves forwardly,the steam supply is cut off and it is to be noted that when the steamsupply is cutoff the piston is spaced a certain distance from one wallof the casing of'the'air motor so as to allow the main air pressure toescape to the atmosphere for applying the brakes.

Owing to the fact that the diameter of the pipe 19 is greater than thediameter of the pipe 22, the pressure in the air motor when the pipe '19is in communication with the atmo'sphere is not great enough to operateagainst the action of the coil spring, but immediately the valve 17 isclosed, the pressure within the air motor increases and moves the, gate26 of the valve 27 to a cut off position against the action of the coilspring.

, What is claimed is 1. Train carried mechanism comprising incombination a main air line and steam pipe, a cut 01f valve positionedin said steam pipe, an air motor for operating said valve, a pipe havinga bore of small diameter connecting said motor to said air line, a pipehaving a boreof larger diameter establishing communication between theinterior of the motor and the atmosphere, means in said last mentionedpipe for cutting off communication between the said air motor and theatmosphere, and means for increasing and decreasing the outlet of saidlast mentioned pipe.

2. Train carried mechanism comprising in combination a main air line andsteam pipe, a out 01f valve positioned in said steam pipe, an air motorfor operating .said valve, a pipe having a bore of small diameterconnecting said motor to said air line, a pipe having a bore of largerdiameter establishing communication between the interior of the motorand the atmosphere, means in said last mentioned pipe for cutting offcommunication between the said air motor and the atmosphere, and springpressed rotary means for increasing and decreasing the outlet oiethesaid last mentioned pipe.

In testimony whereof I afiix my signature in presence of two witnesses.

RICHARD G. \VHIPPLE.

\Vitnesses:

ELIZABETH J. l/VHIPPLE, CHAS. P. CLEARY.

